Manhattan Beach

Transcription

Manhattan Beach

Chapter 7
Manhattan Beach
Alta Planning + Design | 179
Chapter Seven | Manhattan Beach
180 | Alta Planning + Design
Los Angeles County Bicycle Coalition and South Bay Bicycle Coalition
South Bay Bicycle Master Plan - Draft
7 Manhattan Beach
This chapter presents Manhattan Beach’s portion of the South Bay
Bicycle Master Plan. It begins with a discussion of how Manhattan
Beach complies with Bicycle Transportation Account requirements.
The chapter is then organized into the following sections:
x
x
x
x
x
x
Existing conditions;
City-specific goals, policies, and implementation actions;
Needs analysis;
Proposed bicycle network;
Project prioritization; and
Project costs.
7.1 Bicycle Transportation
(BTA) Compliance
Account
The Bicycle Transportation Account (BTA) is an annual statewide
discretionary program that funds bicycle projects through the
Caltrans Bicycle Facility Unit. Available as grants to local
jurisdictions, the program emphasizes projects that benefit
bicycling for commuting purposes. In order for Manhattan Beach to
qualify for BTA funds, the South Bay Bicycle Master Plan must
contain specific elements. Appendix E displays the requisite BTA
components and their location within this plan. The table includes
“Approved” and “Notes/Comments” columns for the convenience of
the Metro official responsible for reviewing compliance.
Existing Land Uses in Manhattan Beach
(See Appendix A-3 for larger map)
7.2 Existing Conditions
Manhattan Beach is located in the western portion of the South Bay
region. It is bordered by the City of El Segundo to the north, the
City of Redondo Beach to the east, the City of Hermosa Beach to
the south, and the Pacific Ocean to the west. According to the 2000
Census, Manhattan Beach has a population of 34,039. The city was
incorporated in 1912.
7.2.1 Land Use
Appendix A-3 displays a map of the existing land uses in the South
Bay Region. Land uses in Manhattan Beach are shown at right.
Almost 70 percent of the land area in Manhattan Beach is devoted
to residential uses: approximately 60 percent is single family and
about 8 percent is multi-family. Manhattan Beach is also
approximately 10 percent open space.
displays the proposed land uses in Manhattan Beach. As compared
to the existing uses, the City plans to increase residential densities
from single-family to multi-family South of Marine Avenue and
west of Valley Drive, as well as south of the pier between Valley
Drive and the Strand.
7.2.2 Bicycle Trip Generators
Bicycle trip generators refer to population characteristics that are
correlated with higher bicycling activity levels, such as high
population or employment densities or high concentrations of
certain sub-populations, such as transit commuters or zero-vehicle
households.
Appendix A-4 shows population density in Manhattan Beach. The
areas with the highest population densities are located along the
beach, which is where much of the multi-family housing is located.
This has the potential to generate bicycle trips as housing is nearby
the downtown and many key community services. Population
density, measured as the number of persons per acre, is a strong
indicator of potential bicycle activity, because more people living in
an area implies more trips to and from that area. The high
population densities of urbanized environments also tend to
support bicycle travel through mixed land uses, interconnected
street networks, and shorter trip lengths.
Bicycle trip generators refer to population characteristics
that are correlated with higher bicycling activity levels, such
as high population or employment densities.
Appendix A-5 displays employment density in Manhattan Beach.
Employment is most dense along Sepulveda Boulevard, on the
northeast portion of Rosecrans Avenue, and around the intersection
of Highland Avenue and Manhattan Beach Boulevard. Both
Sepulveda Boulevard and the intersection of Highland Avenue and
Manhattan Beach Boulevard primarily support commercial and
service land uses. Rosecrans Avenue has commercial and service
uses, as well as industrial and general office space. These sites have
the potential to generate bicycle activity, as they are located in
environments with a variety of land uses where trips between uses
can be shorter.
Appendix A-6, Appendix A-6, and Appendix A-8 display the
percent of zero-vehicle households, median annual income, and
percent transit commuters by census tract in the City of Manhattan
Beach. Manhattan Beach overall has low percentages of transit
commuters and high median annual incomes. Most households
make above $95,000 per year (in 1999 dollars). Manhattan Beach
also has high rates of vehicle ownership. Households without
vehicles are concentrated in the southwest and central (Tree
Section) portions of the city. These parts of the city have greater
potential for increased bicycling activity because residents who do
not have vehicles must use alternative modes and are likely to
combine bicycle and transit trips.
In addition to the reasons discussed above, Manhattan Beach has
the potential for increased bicycle activity from bicyclists passing
through on their way to destinations outside of the city. A bicycle
network that is connected within Manhattan Beach, as well as
linked to bicycle facilities in adjacent communities, further
generates bicycle traffic as it provides a viable transportation
option to driving a motorized vehicle.
7.2.3 Relevant Plans and Policies
Table 7-1 outlines information regarding bicycles from the City of
Manhattan Beach’s Infrastructure Element, Municipal Code, and
Suggested Safe Routes to School Maps.
Table 7-1: Manhattan Beach Bicycle-Related Plans and Policies
Document
Description
General Plan
This element contains a map of existing bikeways in the City (Appendix F-4), which include the
Infrastructure
Strand Bikeway and Veterans Parkway, which is a multi-use trail. The element also includes goals
Element (2003)
and policies relevant to bicycling, which are:
x
Work with the school district and private schools to improve pedestrian and bicycle safety
around schools
x
Incorporate bikeways and pedestrian ways as part of the City’s circulation system
x
Encourage features that accommodate the use of bicycles in the design of new
x
Encourage the development of recreational bicycle routes to link residential, schools, and
development
recreational areas east of Sepulveda Boulevard with the Strand bike path
Municipal Code
The City’s Municipal Code prohibits riding bicycles on the sidewalk, except for children under 14
years old in front of schools, stores, or buildings used for business purposes. The Municipal Code
provides bicycle requirements based on land use type. Parking must be in the form of a stationary
object (either a freestanding bicycle rack or a wall-mounted bracket) to which a user can secure
both wheels and the frame of a bicycle with a user-provided six-foot cable and lock. Before
installation, the City reviews the design and location of bicycle parking through a Use Permit to
ensure design compatibility with the architecture, appropriate materials, safety, and that it does
not block pedestrian or vehicle paths-access. The City conducted a comprehensive bikeway study
in 2009 to evaluate the needs, wants and opportunities related to bicycles. The study found that
most people in the community utilize bikeways for recreation purposes rather than for commuting
to and from work. Bicycle parking policies do not reflect that as they focus on providing facilities at
commercial rather than recreational sites.
Document
Description
Suggested
In August of 2009, the City was awarded Safe Routes to School (SR2S) funding by the State of
Routes to
California. These maps are part of Manhattan Beach’s larger SR2S effort. They display suggested
School Maps
routes for walking/biking to Meadows, Grand View, Pennekamp, Pacific, and Robinson Elementary
Schools. They also highlight where traffic signals, walkstreets (streets closed to vehicular traffic),
crosswalks, and crossing guards are located. Detailed bicycle parking information is presented in
Appendix G.
7.2.4 Existing Bicycle Network
Figure 7-1 shows the existing bicycle facilities in Manhattan Beach.
Appendix A-2 displays a map of the existing bicycle facilities in
the South Bay Region. Bicycle facility types are discussed in Section
1.3. The bicycle network in the City of Manhattan Beach consists of
approximately 3 miles of bikeways. This includes a section of the
Los Angeles County-maintained Class I bicycle path on the Strand
and Class III bicycle routes. Table 7-2 summarizes the
classification and mileage of the existing network.
Table 7-2: Manhattan Beach Bicycle Network
Facility Type
Mileage
Class I (Bike Path)
2.1
Class II (Bike Lanes)
0.0
Class III (Bike Route)
1.1
Total Mileage
3.2
7.2.5 Existing End-of-Trip Parking Facilities
The BTA requires that this plan inventory publicly-accessible
short-term and long-term end-of-trip bicycle facilities for the
members of the bicycling public to park their bicycles, as well as
change and store clothes and equipment. Short-term facilities
consist of bicycle racks. Long-term facilities include, but are not
limited to, locker, restroom, and shower facilities near bicycle
parking facilities. Appendix A-9 displays the existing end-of-trip
bicycle facilities in the South Bay. The locations of existing bicycle
racks in Manhattan Beach are shown at right. These locations
include parks, on sidewalks, and at the beach. Bicycle racks in
Manhattan Beach include comb racks, wave racks, and several
styles of artistic racks. The City does not provide any long-term
bicycle parking within its jurisdiction.
Existing End-of-trip Facilities in Manhattan
Beach
Figure 7-1: Existing Bicycle Facilities in Manhattan Beach
7.2.6 Multi-Modal Connections
Transit is often best for longer trips, while bicycling is better for
shorter trips. Combining transit use and bicycling can offer a high
level of mobility that is comparable to travel by automobile.
Appendix A-10 shows the existing Los Angeles Metropolitan
Transit Authority (Metro) transit routes that serve the City of
Manhattan Beach. Metro operates bus lines with routes on the
City’s major arterials, though the western half of Manhattan Beach
is underserved. Buses are equipped with bicycle racks, which are
available on a first-come, first-served basis.
LADOT operates the Commuter Express bus service. Line 438
connects the cities of El Segundo, Manhattan Beach, Hermosa
Beach, Redondo Beach, and Torrance to Downtown Los Angeles.
Most Commuter Express buses are equipped with bicycle racks,
which are available on a first-come, first-served basis. Appendix A11 shows the Commuter Express Line bus routes.
Metro operates bus lines with routes on the City’s major
arterials.
Beach Cities Transit (BCT) Line 109, operated by the City of
Redondo Beach, and Torrance Transit Line 8, operated by the City
of Torrance, also serve the City of Manhattan Beach. Appendix A13 shows the BCT System Map and Appendix A-14 shows the
Torrance Transit System Map. Buses are equipped with bike racks,
which are available on a first-come, first-served basis.
The BTA requires that this plan inventory existing bicycle
transport and parking facilities for connecting to public transit
services. These facilities include, but are not limited to, bicycle
parking at transit stops, rail and transit terminals, park and ride
lots, and provisions for transporting bicycles on public transit
vehicles. Manhattan Beach does not currently provide any
intermodal end-of-trip bicycle facilities within its jurisdiction.
7.2.7 Education and Enforcement Strategies
Bicycle education programs and enforcement of bicycle-related
policies help to make riding safer for all bicyclists. To promote safe
bicycling at the Middle School level, the City of Manhattan Beach
provides bicycle education to the school, parents, and students
through the School Resource Officer (SRO) and Crime Prevention
Officer. Once per year, there is a Bicycle Rodeo at Manhattan Beach
Middle School and the Police Department provides a presentation
and information on bicycle safety, requirements, wearing helmets,
and the use of lights and reflectors. Bicycle Rodeos are meant to
ensure that children bicycling to school have the appropriate and
required equipment, know where to ride, and follow the proper
traffic signals, signs and markings. Throughout the school year, the
SRO addresses students on campus regarding bicycle safety as
needed.
There is not a SRO for the elementary schools in Manhattan Beach,
so they utilize saturated enforcement with patrol and traffic officers
adjacent to the schools. Officers check to make sure that children
have the proper equipment when bicycling to school, and if they
don’t, they stop children to educate them and issue warnings. If a
child receives several warnings, the officer will issue a citation,
which requires the parent(s) to go to court.
In the rest of the City, enforcement is performed by patrol and
traffic officers. Enforcement is focused in the Downtown and on the
Bike Path during the summer months. Officers issue warnings and
citations for observed violations. Whenever an officer stops
someone, they also educate the person on bicycle safety and the
rules of the road regardless of whether a warning or citation is
issued.
7.2.8 Past Bicycle-Related Expenditures
Between 2005 and 2011, the City of Manhattan Beach incurred the
following bicycle expenditures:
x
$2,500 for bicycle racks and bicycle route signs
x
$12,000 for labor, installation, core drilling, and concrete
for new bicycle racks
7.3 Needs Analysis
This section describes the needs of bicyclists in Manhattan Beach.
It first summarizes feedback collected from the online survey and
public workshops. The section also provides estimates and
forecasts of bicycle commuting to determine the estimated
bicycling demand in the city. It finally analyzes bicycle collision
data between 2007 and 2009 to identify areas that would benefit
from bicycle facility improvements.
7.3.1 Public Outreach
The public identified major arterials as streets
in need of bicycle facilities.
As mentioned in Chapter 1, the public had the opportunity to
provide input in the planning process through an online survey and
the first round of public workshops. This section summarizes
locations in Manhattan Beach that the community identified as
desirable for bikeways and bicycle support facilities.
The location that the community mentioned the most frequently as
in need of bikeways is Valley Drive / Ardmore Avenue. Other
locations that the public identified as desirable for bicycle facilities
include streets that lead to the beach, such as Marine Avenue, and
provide access to schools, including Longfellow Avenue. The
community also identified major arterials, such as Artesia
Boulevard, Manhattan Beach Boulevard, and Rosecrans Boulevard.
Other locations mentioned were residential streets, like Pacific
Avenue and Redondo Avenue.
The public identified Polliwog Park as a desirable location for
bicycle parking.
7.3.2 Bicycle Commuter Estimates and Forecasts
United States Census “Commuting to Work” data provides an
indication of current bicycle system usage. Appendix A-15 shows
the percent bicycle commuters in Manhattan Beach by census tract.
Manhattan Beach has the highest percentages of bicycle commuters
in the central northern portion of the city, which correlates with
the percentage of households without vehicles.
In addition to bicycle commuters in Manhattan Beach, bicyclists
from neighboring communities use the city’s bicycle network to
reach their destinations and are not reflected in this data. This Plan
addresses the need for regional connectivity to accommodate
bicyclists passing through Manhattan Beach’s bicycle network in
Section 7.4.
The public identified Manhattan Beach Boulevard as
desirable for bicycle facilities.
Table 7-3 presents commute to work data estimates reported by
the 2000 US Census for Manhattan Beach. For comparative
purposes, the table includes commute to work data for the United
States, California, and County of Los Angeles. According to these
estimates, 0.3 percent of residents in Manhattan Beach commute
predominantly by bicycle. Manhattan Beach also has low rates of
carpooling and transit riding, which suggests that the city’s high
average median income and high car ownership rates influence
mode split. It is important to note that this figure likely
underestimates the true amount of bicycling that occurs in
Manhattan Beach for several reasons. First, data reflects
respondents’ dominant commute mode and therefore does not
capture trips to school, for errands, or other bike trips that would
supplant vehicular trips. Also, US Census data collection methods
only enable a respondent to select one mode of travel, thus
excluding bicycle trips if they constitute part of a longer
multimodal trip. The percentage of commuters in Manhattan Beach
that commute by transit is much lower than that of those that drive
alone. Manhattan Beach also has a low percentage of commuters
carpooling and walking.
In addition to bicycle commuters in Manhattan Beach, bicyclists
from neighboring communities use the city’s bicycle network to
reach their destinations and are not reflected in this data. This Plan
addresses the need for regional connectivity to accommodate
bicyclists passing through Manhattan Beach’s bicycle network in
Section 7.4.
Table 7-3: Means of Transportation to Work
Mode
United States
California
Los Angeles County
Manhattan Beach
Bicycle
0.38%
0.83%
0.62%
0.32%
Drove Alone – car, truck, or van
75.70%
71.82%
70.36%
84.47%
Carpool – car, truck, or van
12.19%
14.55%
15.08%
6.89%
Transit
4.73%
5.07%
6.58%
0.38%
Walked
2.93%
2.85%
2.93%
1.26%
Other Means
0.70%
0.79%
0.76%
0.61%
Worked at Home
3.26%
3.83%
3.49%
5.99%
Source: US Census 2000
Table 7-4 presents an estimate of current bicycling within
Manhattan Beach using US Census data along with several
adjustments for likely bicycle commuter underestimations, as
discussed above. Table 7-5 presents the associated air quality
benefits from bicycling.
.
Table 7-4: Existing Bicycling Demand
Variable
Figure
Source
Existing study area population
34,039
2000 US Census, P1
Existing employed population
19,030
2000 US Census, P30
Existing bike-to-work mode share
0.32%
2000 US Census, P30
Existing number of bike-to-work
commuters
Existing work-at-home mode share
Employed persons multiplied by bike-to-work mode share
61
6.0%
Existing number of work-at-home
bike commuters
Existing transit-to-work mode share
Assumes 50% of population working at home makes at least one
114
0.4%
Existing transit bicycle commuters
Existing school children, ages 6-14
National Safe Routes to School surveys, 2003.
2.0%
School children population multiplied by school children bike mode
81
Existing number of college students
in study area
2000 US Census, PCT24
Review of bicycle commute share in seven university communities
mode share
(source: National Bicycling & Walking Study, FHWA, Case Study No.
5.0%
Existing college bike commuters
1, 1995).
College student population multiplied by college student bicycling
86
Existing total number of bike
Total daily bicycling trips
share
1,713
Existing estimated college bicycling
commuters
of transit riders access transit by bicycle
2000 US Census, P8
Existing school children bike
commuters
2000 US Census, P30
4,047
Existing school children bicycling
mode share
daily bicycle trip
Employed persons multiplied by transit mode share. Assumes 25%
18
(grades K-8)
2000 US Census, P30
mode share
Total bike-to-work, school, college and utilitarian bike trips. Does not
360
719
include recreation.
Total bicycle commuters x 2 (for round trips)
Table 7-5: Existing Bicycling Air Quality Impact
Variable
Figure
Source
Current Estimated VMT Reductions
Reduced Vehicle Trips per Weekday
Assumes 73% of bicycle trips replace vehicle trips for
233
Reduced Vehicle Trips per Year
adults/college students and 53% for school children
Reduced weekday vehicle trips x 261 (weekdays /
60,836
Reduced Vehicle Miles per Weekday
year)
Assumes average round trip travel length of 5 miles
for
1,564
Reduced Vehicle Miles per Year
adults/college
students
and
1
mile
for
schoolchildren
Reduced weekday vehicle miles x 261 (weekdays /
408,315
year)
Current Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday)
5
Daily mileage reduction x 1.36 grams / mi
Reduced PM10 (lbs/wkday)
0
Reduced PM2.5 (lbs/wkday)
0
Reduced NOX (lbs/wkday)
3
Reduced CO (lbs/wkday)
43
Reduced C02 (lbs/wkday)
1,273
Daily mileage reduction x 369 grams / mi
Reduced Hydrocarbons (lbs/yr)
1,224
Yearly mileage reduction x 1.36 grams / mi
Reduced PM10 (lbs/yr)
5
Reduced PM2.5 (lbs/yr)
4
855
Reduced CO (lbs/yr)
11,162
Reduced C02 (lbs/yr)
332,167
Yearly mileage reduction x 369 grams / mi
Reduced NOX (lbs/yr)
Source:
Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel Consumption
for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.
Table 7-6 presents projected year 2030 bicycling activity within
Manhattan Beach using California Department of Finance
population and school enrollment projections. The projection
contains the assumption that bicycle mode share will double by
2030, due in part to bicycle network implementation. Actual
bicycle mode share in 2030 will depend on many factors, including
the extent of network implementation. Table 7-7 presents the associated
year 2030 air quality benefit forecasts. The calculations follow in a
straightforward manner from the Projected Year 2030 Bicycling Demand.
Table 7-6: Projected Year 2030 Bicycling Demand
Variable
Figure
Future study area population
Calculated based on CA Dept. of Finance, Population
42,359
Future employed population
0.64%
Future number of bike-to-work
commuters
Future number of work-at-home bike
0.8%
at least one daily bicycle trip
Double the rate from 2000 US Census, P30
Employed persons multiplied by transit mode share.
45
Future school children, ages 6-14 (grades
Assumes 25% of transit riders access transit by bicycle
Calculated from CA Dept. of Finance, California Public
K-8)
K–12 Graded Enrollment and High School Graduate
3,216
Future school children bicycling mode
Projections by County, 2010 Series.
Double the rate of national school commute trends.
4.0%
Future school children bike commuters
National Safe Routes to School surveys, 2003.
School children population multiplied by school
129
Future number of college students in
children bicycling mode share
study area
Projections for California and Its Counties 20002,132
Future estimated college bicycling mode
2050, Sacramento, California, July 2007.
A slight increase over the existing college bicycle
share
mode share assumption, commensurate with
7.0%
Future college bike commuters
projected increases in bicycling for other populations
College student population x college student
149
Future total number of bike commuters
bicycling mode share
Total bike-to-work, school, college and utilitarian
659
Total daily bicycling trips
US Census, P49, to 2000 US Census, P30
Assumes 50% of population working at home makes
185
Future transit bicycle commuters
share
share
Calculated based on change in mode share from 1990
7.81%
Future transit-to-work mode share
Projections for California and Its Counties 2000-2050,
Double the rate from 2000 US Census, P30
Employed persons multiplied by bike-to-work mode
152
Future work-at-home mode share
commuters
Projections for California and Its Counties 2000-2050.
23,681
Future bike-to-work mode share
Source
1,319
biking trips. Does not include recreation.
Total bike commuters x 2 (for round trips)
Table 7-7: Projected Year 2030 Bicycling Air Quality Impact
Variable
Figure
Source
Forecasted VMT Reductions
Reduced Vehicle Trips per Weekday
Assumes 73% of biking trips replace vehicle trips for
423
Reduced Vehicle Trips per Year
adults/college students and 53% for school children
Reduced number of weekday vehicle trips x 261
110,354
Reduced Vehicle Miles per Weekday
(weekdays / year)
Assumes average round trip travel length of 8 miles
for adults / college students and 1 mile for
2,905
Reduced Vehicle Miles per Year
schoolchildren
Reduced number of weekday vehicle miles x 261
758,275
(weekdays / year)
Forecasted Air Quality Benefits
Reduced Hydrocarbons (lbs/wkday)
9
Daily mileage reduction x by 1.36 grams / mi
Reduced PM10 (lbs/wkday)
0
Reduced PM2.5 (lbs/wkday)
0
Reduced NOX (lbs/wkday)
6
Reduced CO (lbs/wkday)
79
Reduced C02 (lbs/wkday)
2,363
Daily mileage reduction x by 369 grams / mi
Reduced Hydrocarbons (lbs/yr)
2,274
Yearly mileage reduction x by 1.36 grams / mi
Reduced PM10 (lbs/yr)
9
Reduced PM2.5 (lbs/yr)
8
Reduced NOX (lbs/yr)
1,588
Reduced CO (lbs/yr)
20,729
Reduced CO2 (lbs/yr)
616,861
Yearly mileage reduction x by 369 grams / mi
Source: Emissions rates from EPA report 420-F-05-022 Emission Facts: Average Annual Emissions and Fuel
Consumption for Gasoline-Fueled Passenger Cars and Light Trucks. 2005.
This model uses the latest state projections for population growth
and reasonable assumptions about future bicycle ridership. The
benefits model predicts that the total number of bicycle commute
trips could increase from the current daily estimate of 700 to 1,300,
resulting in a substantial reduction of both Vehicle Miles Traveled
(VMT) and associated emissions. This includes a yearly emissions
reduction by 2030 of approximately 1,600 pounds of smog forming
N0X and roughly 600 thousand pounds of C02, the principal gas
associated with global climate change. Providing bicycle facilities
will encourage new bicyclists to begin to ride, thus positively
impacting air quality by reducing harmful pollutants from driving
motorized vehicles. Because this plan recommends local
connections throughout and regional links between the
participating cities, it has the potential to have even greater air
quality benefits. Bicyclists may not need to rely as heavily on
vehicles for transportation because bicycling will be a viable
transportation alternative upon implementation of this Plan.
Weekday Bicycle Count Results in
Manhattan Beach
(See Appendix A-16 for a larger map and
Appendix H for a list of count locations.)
7.3.3 Bicycle Counts
To assess bicycling levels at different sites throughout Manhattan
Beach, volunteers conducted bicycle counts, in which they
manually recorded the number of bicyclists that rode by.
7.3.3.1 Methodology
The methodology for the bicycle counts derives from the National
Bicycle and Pedestrian Documentation Project (NBPD), a
collaborative effort of Alta Planning + Design and the Institute of
Transportation Engineers. The NBPD methodology aims to capture
both utilitarian bicycling and recreational bicycling. The NBPD also
provides guidance on how to select count locations.
Volunteers conducted bicycle counts in each of the seven
participating cities in the South Bay on Thursday, November 4,
2010 from 3:00 p.m. to 6:00 p.m. and Saturday, November 6, 2010
from 10:30 a.m. to 1:30 p.m. These dates are meant to capture
volumes of bicyclists on a typical weekday and weekend day. Fall is
an appropriate time to conduct bicycle counts in California because
school is back in session and vacations are typically over. In
Manhattan Beach, volunteers were stationed at six locations on
Thursday and seven locations on Saturday. There were 36 total
locations in the South Bay region on each day.
Weekend Bicycle Count Results in
Manhattan Beach
(See Appendix A-17 for a larger map and
Appendix H for a list of count locations.)
The count locations were selected in partnership by city staff, Alta
Planning + Design, Los Angeles County Bicycle Coalition staff, and
South Bay Bicycle Coalition board members. This snapshot of
locations is meant to capture a diverse bicycling population using
the roads and streets that span the spectrum of bike-friendliness.
7.3.3.2 Results
The count results for the South Bay are displayed in Appendix A16 and Appendix A-17. Count results for Manhattan Beach are
shown on the previous page. Detailed count data, including a list of
count locations, is presented in Appendix H. On Thursday, the
Manhattan Beach station that experienced the highest volume was
Manhattan Beach Boulevard and Manhattan Avenue with 75
bicyclists during the three hour count period. The station with the
most bicyclists on Saturday was Manhattan Beach Boulevard and
the Strand with 589 bicyclists during the three hour count period.
On both days, the locations with the highest numbers of bicyclists
in the South Bay region as a whole were those along the Strand on
the County-maintained Marvin Braude Bikeway. Apart from the
Strand stations, the inland count locations in Lawndale and
Gardena experienced the most riders during the week. On the
weekend, there were overall fewer riders in the inland count
stations and more riders along the coast. This suggests that more
bicyclists ride a bicycle for commuting during the week and for
recreation on the weekend.
In the region as a whole, approximately 83 percent of bicyclists
were male. About 70 percent of those observed did not wear
helmets and 41 percent rode on the sidewalks. On Thursday, there
were 18 locations at which over half of the observed bicyclists rode
on the sidewalk and on Saturday there were nine. Riding on the
sidewalk can be an indicator of a lack of bicycle facilities, as
bicyclists that are uncomfortable riding with traffic may choose to
ride on the sidewalk instead.
7.3.4 Bicycle Collision Analysis
Bicycle Collisions in Manhattan Beach 2007-2009
Safety is a major concern for both existing and potential bicyclists.
Concern about safety is the most common reason given for not
riding a bicycle (or riding more often), according to national
surveys. Identifying bicycle collision sites can draw attention to
areas that warrant improvement, particularly if multiple collisions
occur at the same location. This analysis employs the most reliable
data source available, the California Highway Patrol’s Statewide
Integrated Traffic Records System. The data set only includes
reported collisions, and so represents a subset of all the bicycle
collisions in Manhattan Beach. This data does not include any
assessment of conditions present at the time of the collision. There
are numerous factors that may contribute to a given incident
including but not limited to time of day, visibility, distractions,
obstacles or traffic law obedience. This data simply reflects
reported incidents, resulting injuries and the party at fault. This
data does not infer faulty infrastructure, but rather provides a
baseline of collisions that often decreases in correlation with bike
plan implementation and the improvements to facilities and road
user behavior and awareness that accompanies it. Fault as
determined by law enforcement is discussed below.
Table 7-8 presents the number of reported collisions involving
bicyclists, number of bicyclists involved, and severity of the bicycle
collisions for three consecutive years: 2007, 2008, and 2009.
Appendix A-18 shows locations of bicycle collisions in the South
Bay region in the same time period. Bicycle collisions in Manhattan
Beach are shown at right. There were 38 total reported collisions
involving bicyclists from 2007-2009 in the City of Manhattan
Beach. The intersection of Artesia Boulevard and Aviation
Boulevard, which is on the border of the cities of Manhattan Beach
and Redondo Beach, had four collisions involving bicyclists in the
three year period. Other collisions in Manhattan Beach were
concentrated on major boulevards: there were nine crashes on
Manhattan Beach Boulevard, eight on Highland Avenue, and eight
on Sepulveda Boulevard.
Table 7-8: Bicycle Collision Data 2007-2009
Total Crashes Involving
Bicyclists
Number of Bicyclists
Involved
Persons Injured
Persons Severely
Injured
Persons Killed
38
38
36
5
1
Source: California Highway Patrol, Statewide Integrated Traffic Records System (SWITRS)
As reported by police officers in traffic reports, bicyclists were at
fault in 63 percent of collisions involving bicycles (24 crashes) in
this time period.
Providing bicycle facilities encourages more people to ride. When
motorists begin to look for and expect to see bicyclists, collisions
between vehicles and bicyclists are reduced. The City of New York,
for example, reported that as ridership increased between 1998 and
2008, the number of annual casualties from bicycle collisions
decreased (see Appendix B).
Appendix A-1 displays estimated weekday traffic volumes in
Manhattan Beach. The streets with the highest traffic volumes are
Sepulveda Boulevard, Aviation Boulevard, Rosecrans Avenue, and
Manhattan Beach Boulevard. The only one of these streets with
bicycle facilities is Sepulveda Boulevard, which has a Class III bike
route. On Sepulveda, bicyclists must still share the traffic lanes
with vehicular traffic, creating the potential for conflicts between
the two modes. Installing bicycle facilities, especially on major
arterials, could reduce the number and severity of collisions
involving bicyclists.
7.4 Proposed Bicycle Network
This section presents the proposed bicycle network for the City of
Manhattan Beach, which includes bicycle parking facilities. Upon
implementation of the proposed network, the City should
coordinate and collaborate with adjacent participating South Bay
cities to emphasize a regional bicycle network. Bicycle facilities
discussed in this Plan are described in Section 1.3 and are shown in
Figure 1-3 and Figure 1-4. Appendix C outlines the recommended
standards for each facility classification as compared to minimum
standards. In addition to creating a comprehensive network of
bikeways in Manhattan Beach, the recommended system ties into
the proposed bicycle facilities for the other South Bay participating
cities to create a connected regional network. This will give
bicyclists from adjacent communities the opportunity to pass
through Manhattan Beach to reach their destinations without
losing bicycle facilities at city boundaries. Bikeway
recommendations are also based on the existing City bicycle plans,
public input, topography, traffic volumes, and traffic speeds.
7.4.1 Proposed Bikeway Facilities
The proposed bicycle network for the City of Manhattan
Beach consists of Class I Bike Paths, Multi Use Paths,
Class II Bike Lanes, Class III Bike Routes, and Bike
Friendly Streets.
The proposed bicycle network for the City of Manhattan Beach
consists of Class I Bike Paths, Multi Use Paths, Class II Bike Lanes,
Class III Bike Routes, and Bike Friendly Streets, and is shown in
Figure 7-2. Four tables identify the streets on which facilities are
proposed, the extents of each proposed facility, and the length in
miles of each proposed facility. Table 7-9 lists the proposed bicycle
paths, Table 7-10 lists the proposed bicycle lanes, Table 7-11 lists
the proposed bicycle routes, and Table 7-12 lists the proposed
bicycle-friendly streets. The proposed Bicycle network for the
South Bay region as a whole is presented in Appendix A-19. The
proposed bicycle network in Manhattan Beach connects with the
recommended networks in El Segundo, Hermosa Beach, and
Redondo Beach. Figure 7-2 shows a blue asterisk at the steps
between Manhattan Beach and Hermosa Beach, which is outside
the jurisdiction of this plan, but is a supported improvement.
Table 7-9: Proposed Class I Bicycle Paths in Manhattan Beach
Street
From
To
beginning
of
Miles
Bell
Ave
Bell Ave Extension
33rd St
south of 30th St
0.1
Marine Ave Park
Redondo Ave Extension
Redondo Ave
0.1
Total Bicycle Path Mileage
0.2
Table 7-10: Proposed Class II Bicycle Lanes in Manhattan Beach
Street
From
To
Miles
Manhattan Beach Blvd
Ardmore Avenue
Aviation Blvd
1.7
Rosecrans Ave
Highland Ave
Aviation Blvd
2.3
Marine Ave
Sepulveda Blvd
Aviation Blvd
1.0
Aviation Blvd
Rosecrans Ave
South City Limits
2.1
Total Bicycle Lane Mileage
7.0
Table 7-11: Proposed Class III Bicycle Routes in Manhattan Beach
Street
From
To
Miles
Valley Dr
15th St
South City Limits
0.9
45th St
The Strand
Crest Dr
0.2
15th St
Ocean Dr
Valley Dr
0.2
Highland Av
45th St
33rd St
2.2
Ardmore Ave
Rosecrans Ave
South City Limits
2.1
Extension
Rosecrans Ave
Marine Ave
0.6
Manhattan Ave
15th St
1st St
0.7
Ocean Dr
Valley Dr
0.2
Rosecrans Ave
The Strand
Highland Ave
0.1
38th Pl
Highland Ave
Crest Dr
0.0
Redondo Ave - Redondo Ave
Total Bicycle Route Mileage
7.1
Table 7-12: Proposed Bicycle-Friendly Streets in Manhattan Beach
Street
From
To
Miles
Marine Ave
The Strand
Blanch Rd
0.4
Marine Ave
Ardmore Avenue
Sepulveda Blvd
0.4
1st St
Manhattan Avenue
John St
0.4
Bell Ave
Rosecrans Ave
North of 29th St
0.2
Bell Ave - Blanch Rd
North of 29th St
Valley Dr
0.6
Pacific Ave - 5th St
Rosecrans Ave
Ardmore Ave
1.4
Ocean Dr
45th St
1st St
2.1
Oak Ave
Ardmore Ave
0.8
8th St
Ardmore Ave
Aviation Blvd
1.5
Redondo Ave
Marine Ave
Artesia Blvd
1.5
2nd St
John St
East City Limits
1.3
Prospect Ave
Marine Ave
Artesia Blvd
1.6
11th St
Ardmore Ave
Aviation Blvd
1.6
Peck Ave
Artesia Blvd
1.0
Voorhees Ave
Peck Ave
Aviation Blvd
0.4
Mathews Ave
Peck Ave
Aviation Way
0.4
Harkness St
Marine Ave
2nd St
1.0
Meadows Ave - Tennyson St -
Total Bicycle-Friendly Street Mileage
16.7
There are several opportunities and constraints to recommending
new bicycle facilities in Manhattan Beach. These are shown at right
and are referenced by the numbers in Appendix I. Appendix I also
presents opportunities and constraints in the South Bay region as a
whole.
Opportunities and Constraints in
Manhattan Beach
(See Appendix I for larger map)
One opportunity includes a proposed Class II on Aviation
Boulevard in Redondo Beach and Manhattan Beach. This major
thoroughfare provides significant connectivity between residences
and major employment centers and thus a bicycle facility on
Aviation Boulevard will encourage increased bike commuting to
these destinations. See Vitality City’s Livability Plan for further
detail. Another opportunity is a proposed Class III bikeway on
Valley Drive/Ardmore Avenue in Manhattan Beach: While this plan
recommends a Class III route, the Vitality City Livability Plan
recommends additional options. See the Vitality City Livability
Plan for further detail and opportunities.
A constraint is the stairs on the Strand between Hermosa Beach
and Manhattan Beach. This constraint is also noted as being
outside this plan’s jurisdiction because those stairs (along with the
Figure 7-2: Proposed Bicycle Facilities in Manhattan Beach
rest of the Strand with the exception of Hermosa Beach) are
operated by the State and maintained by the County of Los Angeles.
However, this plan urges the cities to remedy the disruption caused
by the stairs. This remedy could come in several forms ranging from
a bike-friendly ramp that connects the two sections of the Strand to
signage that warns cyclists of the disruption and safely guides them
to facilities along Hermosa Avenue.
7.4.2 Proposed End-of-Trip Bicycle Facilities
Support facilities and connections to other modes of transportation
are essential components of a bicycle system because they enhance
safety and convenience for bicyclists at the end of every trip. With
nearly all utilitarian and many recreational bike trips, bicyclists
need secure and well-located bicycle parking. A comprehensive
bicycle parking strategy is one of the most important things that a
jurisdiction can apply to immediately enhance the bicycling
environment. Moreover, a bicycle parking strategy with
connections to public transit will further the geographical range of
residents traveling without using an automobile.
The flat top bicycle rack shown above is an example of a
recommended rack type. See Appendix JJ for additional
recommended bicycle rack types.
The Manhattan Beach Municipal Code currently provides bicycle
parking requirements based on percent of vehicle parking at
specific land uses, as well as bicycle parking design requirements.
The City should consider amending its Municipal Code to include
bicycle parking requirements at new and retrofitted multi-family
residential, office, and mixed-use developments of all sizes. The
Municipal Code should also consider requiring bicycle parking
quantities based on square footage of developments or by number
of employees/residents to adequately address the bicycle demand at
each development.
Manhattan Beach should also consider amending its Municipal
Code to include more specific requirements on types of both shortand long-term bicycle parking facility designs, which are shown in
Appendix J. Bicycle rack designs should be considered that provide
two points of contact with the bicycle so that it can be locked from
both the front wheel/frame and the rear wheel. This will provide a
high degree of security and support for the bicycle. Long-term
bicycle parking should be in the form of:
x
x
x
Covered, lockable enclosures with permanently anchored
racks for bicycles
Lockable bicycle rooms with permanently anchored racks
or
Lockable, permanently anchored bicycle lockers
When people commute by bicycle they often sweat or become dirty
from weather or road conditions. Providing changing and storing
facilities encourages commuters to travel by bicycle because they
have a place to clean up before work or school. Manhattan Beach’s
Municipal Code should require all new mid-to-large employers,
offices, and businesses to supply changing and storing facilities,
such as by providing showers and clothes lockers within the
buildings or arranging agreements with nearby recreation centers
to allow commuters to use their facilities.
Proposed end-of-trip bicycle facilities in Manhattan Beach are
shown in Figure 7-3. The City should continue to provide shortterm bicycle parking in the form of bicycle racks at all major trip
attractors, including commercial and civic activity centers and
transit hubs, and ensure that an adequate supply is available. The
City should prioritize the installation of bicycle parking
throughout the city, with particular attention directed at the
following locations:
x
x
x
x
x
x
x
Parks
Schools
Commercial/office areas
Civic/government buildings
Public transit stations
Downtown Manhattan Beach
The Beach at the Pacific Ocean
High-activity locations such as transit stations, offices, and
major commercial districts could consider providing more
secure, long-term bicycle parking options.
High-activity locations such as transit stations, offices, and major
commercial districts could consider providing more secure, longterm bicycle parking options, such as bicycle lockers. Any future
transit hubs and intermodal facilities could include secure bicycle
parking areas as part of their design. Secure bicycle parking areas
that provide services, such as bicycle rentals and repair, could be
considered at major transit stations and commuter destinations.
Figure 7-3: Manhattan Beach Proposed End-of-Trip
Facilities
7.5 Project Costs
This section presents the cost to implement the proposed bicycle
network in Manhattan Beach.
7.5.1 Cost Estimates
displays the planning-level capital cost assumptions for each
facility type proposed in this plan, and Table 7-14 displays the cost
to implement the proposed network in the City of Manhattan
Beach from the cost assumptions.22 Cost assumptions are based on
LA County averages and may vary depending on environmental
conditions of a given facility, unforeseen construction cost
variations, and similar considerations. Cost assumptions exclude
specific treatments that may vary by location and must be
determined by field review, such as traffic calming measures,
restriping of existing travel lanes, and sign removal. Cost
assumptions do not include traffic signal improvements, such as
changes to phasing, recalibration of loop detectors, or installation
of push buttons. For detailed cost estimations, refer to the project
sheets presented in Section 7.7.
Table 7-13: Unit Cost Estimates for Proposed Bicycle Facility Types
Facility Type
Class I Bicycle Path
Class II Bicycle Lanes (two sides)
Class III Bicycle Routes (two sides)
Class III Bicycle Routes (two sides)
with sharrows
Bicycle Friendly Street
22
Description
Paving, striping and signage
Striping, signage, and travel lane
restriping
Estimated Cost23
$800,000 / mile
$40,000 / mile
Signage
$15,000 / mile
Pavement markings and signage
$25,000 / mile
Pavement markings, signage,
and limited traffic calming
$30,000 / mile
Table 7-14 assumes the cost of implementing Class III Bicycle Routes with
Sharrows based on the policies presented in Chapter 2
23
Cost estimates include physical removals and installations (e.g. of signs and
striping), contract contingency costs, preliminary engineering, and
construction engineering. The source for the unit costs is the LA County
Bicycle Master Plan, which are based upon a peer review of Southern
California bikeway construction unit costs.
Table 7-14: Estimated Cost of Proposed Bicycle Network
Facility Type
Unit Cost per
mile
Length of
Proposed Network
(miles)
Cost
Bicycle Path
$800,000
0.2
$
192,000
Bicycle Lane
$40,000
7.0
$
280,000
Bicycle Route with sharrows
$25,000
7.1
$
179,000
Bicycle-Friendly Street
$30,000
16.7
$
502,000
31.0
$
1,153,000
Total
7.6 Project Prioritization
A prioritized list of bicycle projects will help guide the City of
Manhattan Beach in implementing the proposed bicycle facilities
presented in this Plan. Each proposed facility discussed in Section
7.4.1 is grouped into projects based on feasibility of
implementation. Table 7-15 presents the prioritized projects based
on the prioritization methodology displayed in Appendix K. Each
criterion contains information about a facility and its ability to
address an existing or future need in Manhattan Beach. The
projects ranked the highest should be implemented first.
John St
Highland Ave
Manhattan
Avenue
Ocean Dr
Rosecrans
Ave
Rosecrans
Ave
1st St
45th St
15th St
Pacific Ave 5th St
Highland Av
Ocean Dr
Oak Ave
BL
BFS
BR
BR
BFS
BR
BFS
BFS
Ardmore Ave
45th St
45th St
The Strand
Aviation Blvd
Ardmore
Avenue
Manhattan
Beach Blvd
BL
0
0
Manhattan
Beach Blvd
0
0
3
3
3
3
3
3
3
3
Gap Closure
1st St
33rd St
Ardmore Ave
Valley Dr
Crest Dr
Aviation Blvd
Sepulveda
Blvd
Ardmore
Avenue
Marine Ave
BFS
To
South City
Limits
Blanch Rd
Marine Ave
BFS
15th St
From
The Strand
Valley Dr
Facility
Name
BR
Facility
Type*
Connectivity:
Existing
0
3
3
6
6
6
6
6
6
6
6
6
Connectivity:
Regional
0
0
0
0
0
0
0
0
0
0
0
0
Connectivity:
Activity Centers
4
2
2
4
4
4
4
4
4
4
4
4
Connectivity:
Multi-Modal
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
1
0
0
0
1
2
0
1
1
Safety
Table 7-15: Manhattan Beach Prioritized Bicycle Projects
2
1
2
1
0
0
0
2
2
2
2
2
1
1
1
2
2
2
0
0
2
2
2
2
2
2
2
2
2
2
1
1
2
2
2
10
11
13
16
17
17
18
18
19
19
20
21
Total
0
1
1
1
0
0
1
1
1
0
0
1
Public Input
Underserved
Communities
2
Project Cost
Parking
Displacement
Ocean Dr
John St
Marine Ave
Peck Ave
The Strand
Manhattan
Ave
Manhattan
Beach Blvd
8th St
Ardmore Ave
Meadows
Ave Tennyson St Prospect Ave
Voorhees Ave
Rosecrans
Ave
2nd St
Redondo Ave
Marine Ave
BR
BR
BFS
BFS
BFS
BFS
BR
BFS
BR - BP - BR
BL
To
Aviation Blvd
Sepulveda
Blvd
Marine Ave
Rosecrans
Ave
3
0
0
East City
Limits
John St
0
0
0
0
0
0
0
0
Aviation Blvd
Artesia Blvd
Redondo Ave
Aviation Blvd
Valley Dr
1st St
South City
Limits
Gap Closure
Highland Ave
Ardmore Ave
15th St
Ardmore Ave
From
BR
Facility
Name
Rosecrans
Ave
Facility
Type*
Connectivity:
Existing
0
0
0
3
3
3
0
0
3
3
0
Connectivity:
Regional
0
0
0
0
0
0
0
0
0
0
0
Connectivity:
Activity Centers
0
4
4
0
0
0
2
4
0
0
4
Connectivity:
Multi-Modal
0
4
0
0
0
0
2
0
0
0
0
Safety
0
0
1
2
1
1
0
1
2
2
0
2
0
0
2
1
1
1
1
2
2
1
0
0
0
0
1
1
0
1
1
1
Public Input
Underserved
Communities
2
Project Cost
1
0
1
2
2
1
1
1
2
2
1
1
0
2
0
2
2
2
2
0
0
2
Parking
Displacement
8
8
8
9
9
9
9
9
10
10
10
Total
Harkness St
11th St
Peck Ave
38th Pl
Bell Ave Blanch Rd
Aviation Blvd
BFS
BFS
BFS
BR
BFS - BP BFS
BL
Valley Dr
South City
Limits
Rosecrans
Ave
Rosecrans
Ave
Crest Dr
Artesia Blvd
Manhattan
Beach Blvd
Highland Ave
Aviation Blvd
2nd St
Aviation Way
To
Ardmore Ave
Marine Ave
Peck Ave
From
0
3
0
0
0
0
0
Gap Closure
*BP=Bike Path, BL=Bike Lane, BR=Bike Route, BFS=Bike Friendly Street
Mathews Ave
Facility
Name
BFS
Facility
Type*
Connectivity:
Existing
0
0
3
3
3
3
3
Connectivity:
Regional
0
0
0
0
0
0
0
Connectivity:
Activity Centers
0
2
0
0
0
0
0
Connectivity:
Multi-Modal
0
0
0
0
0
0
0
Safety
2
0
0
1
1
0
0
2
0
0
0
0
1
0
0
2
1
1
2
2
0
0
0
2
2
2
2
5
5
6
7
7
8
8
Total
1
0
1
0
0
0
0
Public Input
Underserved
Communities
1
Project Cost
Parking
Displacement
7.7 Project Sheets
The City of Manhattan Beach selected two of its top priority
projects from the previous table for more detailed concept designs.
Project sheets are shown on the following pages and include:
x
x
x
x
x
x
x
A review of the existing site conditions
Site challenges
Recommended improvements
Estimated cost
Photos
Aerial images
Concept graphics
Manhattan Beach Project #1: Manhattan Beach Boulevard (Aviation Boulevard to the Strand)
Project Site
Photos
Manhattan Beach Boulevard is an east-west corridor located in the
center of the City of Manhattan Beach. It connects to Redondo Beach
to the east and to the Marvin Braude Bikeway (The Strand) and beach
to the west. Manhattan Beach Boulevard provides access to Polliwog
Park, Manhattan Heights Park, Manhattan Beach Middle School,
Meadows Elementary School, Pacific Elementary School, American
Martyrs School, residential/commercial uses, and Downtown
Manhattan Beach. There is existing on-street parking along most of the
street that is highly utilized in certain segments, including Downtown
Manhattan Beach and Polliwog Park.
Between Aviation Boulevard and Sepulveda Boulevard, Manhattan
Beach Boulevard two travel lanes in each direction and center medians.
The roadway width is approximately 32 feet on each side of the median
with on-street parallel parking, with exception to a short segment east
of Sepulveda Boulevard where the width drops to 25 feet on the north
side of the road and no on-street parking is present. From Sepulveda
Boulevard to Dianthus Street, Manhattan Beach Boulevard has two
travel lanes in each direction and is approximately 27 feet wide on each
side of center medians with parallel on-street parking. From Dianthus
Street to Pacific Avenue, Manhattan Beach Boulevard has two travel
lanes in each direction and the roadway width is approximately 59 feet
with parallel on-street parking. The posted speed limit between
Aviation Boulevard and Pacific Avenue is 35 mph. Between Pacific
Avenue and Valley Drive/Ardmore Avenue, the street has one
westbound travel lane and two eastbound travel lanes. This segment of
Manhattan Beach Boulevard is approximately 48 to 50 feet wide with
parallel on-street parking. The posted speed limit is 30 mph. West of
Valley Drive, the roadway widens to approximately 58 to 60 feet wide,
has one travel lane in each direction, left turn pockets, and a mix of
angled and parallel on-street parking. The posted speed limit is 25 mph.
Project Challenges
Looking west on Manhattan Beach Boulevard. Bike lanes will
provide children riding to school a safer commute.
Removing the additional westbound travel lane west of Pacific
Avenue will allow for bicycle lanes without parking removal.
Manhattan Beach Boulevard has no existing bicycle facilities, thus
bicyclists must share the road with relatively high volumes of vehicles,
especially east of Pacific Avenue. Rolling hills can create potential
conflicts between bicyclists and motorists due to the speed differential
on inclines. On-street parking along Manhattan Beach Boulevard
reduces the available space for bicycle facilities.
Proposed Improvements
x Stripe 1.8 miles of Class II Bike Lanes and signs
x Install 0.3 miles of Class III Bike Route signs
x Add bicycle detection and pavement markings at all signalized
intersections
x Remove approximately 69 spaces of on-street parking between
Sepulveda Boulevard and Pacific Avenue
x Remove one eastbound travel lane between Pacific Avenue and
Ardmore Avenue
x Convert angled parking to head out angled parking west of Valley
Drive
x Install intersection crossing treatment at Valley Dr/Ardmore Ave
Removing on-street parking spaces to install bicycle lanes will
provide a safe and convenient bicycling environment.
Estimated Cost
$110,000
Aerial Map and Concept Graphics: Manhattan Beach Boulevard
Manhattan Beach Boulevard (Aviation Boulevard to Sepulveda Boulevard)
Manhattan Beach Boulevard (Sepulveda Boulevard to the Strand)
Aerial Map and Concept Graphics: Manhattan Beach Boulevard
Head Out Angled Parking and Intersection Crossing Markings
Bicycle Loop Detector
Manhattan Beach Project #2: Redondo Avenue (Artesia Boulevard to Marine Avenue)
Project Site
Photos and Concepts
Redondo Avenue is a north-south residential street located in the
eastern portion of the City of Manhattan Beach with rolling hills.
Redondo Avenue provides access to Marine Avenue Park, Marine
Sports Complex, Manhattan Heights Park, Manhattan Beach
Middle School, and Polliwog Park. North of 11th Street there is
existing on-street parallel parking along both sides of Redondo
Avenue. South of 11th Street there is on-street parallel parking on
the northbound side only. Though private property, a connection
between Marine Avenue and Rosecrans Avenue could be pursued
in the future to provide a continuous route on Redondo Avenue
from Redondo Beach to El Segundo (Douglas Street).
Redondo Avenue has one travel lane in each direction and a striped
center line. The posted speed limit is 25 mph. There are existing
striped crosswalks at signalized intersections and around
Manhattan Beach Middle School.
Project Challenges
Redondo Avenue has no existing bicycle facilities, which creates
potential conflicts between bicyclists and motorists. Children
commuting to school and others accessing the parks by bicycle
must share the road with vehicles without any treatments alerting
motorists of their presence. Rolling hills create a speed differential
between bicyclists and vehicular traffic and can also create
conflicts.
Looking south on Redondo Avenue. Pavement markings and
signage will alert drivers of the presence of bicyclists
Proposed Improvements
x Install signage and stripe pavement markings, such as sharrows
or bike friendly street stencils
x Add bicycle detection and pavement markings at all signalized
intersections
x Construct a median refuge island at the intersection of Redondo
Avenue and Artesia Boulevard
x Construct bulbouts with high visibility crosswalks
x Install speed feedback signs located on the steep grade between
Mathews Avenue and Artesia Boulevard
Median refuge islands provide bicyclists a protected space to wait
for gaps in traffic. (Source: NACTO.org)
Estimated Cost
$1,750,000
Bicycle detectors at intersections will allow bicycles to trigger the
signal when no vehicles are present.
Aerial Map and Concept Graphics: Redondo Avenue
Redondo Avenue (Marine Ave to 8th Street)
8th Street to Artesia Blvd
Aerial Map and Concept Graphics: Redondo Avenue
Bulbouts and High Visibility Crosswalk
Speed Feedback Sign and Median Refuge Island

Manhattan Beach

Transcription

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